Train-control system.



J. AMES. TRAIN CONTROL SYSTEM. APPLICATION-FILED JULY 1, 1912.

1,1 18,891 Patented Nov. 24. 1914.

2 SHBETS-SKEBT 1.

Fig. L

WITNESSES:

INVENTOR: Joel Ames.

J. AMES. TRAIN CONTROL SYSTEM. APPLICATION FILED JULY 1, 1912 1 1 1 8,89 1 Patented Nov. 24. 1914,

2 SIIBETS-BHEBT 2.

WITNESSES: NV [/5 N TOR fin. M.

amino STATES PATENT OFFICE,

JOEL MES, 01 MONTROSE. IOWA, AS$IGNOR OF ONE-SIXTH TO LINCOLN C. MILLER, OT KEQKUK, IOWA, AND ONE-SIXTH T0 JOHN C. SGHEE AND ONErSIXTE T0 THOMAS E. RDBISQN, BOTH OF FABMINGTON, IOWA.

TRAIN-CONTROL SYSTEM.

Specification of Letters Patent.

Patented Nov. 24, 1914.

Application filed July 1, 1912. Serial No. 706,939.

To all whom it may concern Be it known that I, JOEL AMES, a citizen of the United States of America, residing at Montrose, Iowa, have invented a certain new and useful Train-Control System, of which the following is such a full, clear, and exact description as will enable any one skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification.

My invention relates to electric train control systems and particularly to circuit arrangements adapted for use in connection with a track which is divided into insulated sections or blocks It is the object of my invention to produce a system by means of which a tram 1s constantly protected against trains coming from either direction and one which will be at once simple and reliable in operation.

Broadly, my invention consists in providing an arrangement of circuits whereby a train controlling circuit, including means for controlling any desired signal or brake controlling devices on the train, is constantly maintained as the train advances along the track. A local circuit, or circuits, on the train may be so arranged that when the train controlling circuit is interrupted on account of the too close approach of another train, or through a broken wire, or a defective battery or connections, a warning signal or the air-brake, or both, will operate.

Referring to the drawings, Figure 1 represents the circuit arrangements for a single track road in which it is necessary to protect a train both from head-on and rear end collisions. Fig. 2 shows the circuit arrangements which may be used on a double track road where it is necessary to protect against rear end collisions only. Fig. 3 is an enlarged View showing the local circuit on the train and the portion of the train controlling circuits which is carried by the train.

The track 1, 2, is divided into insulated blocks or sections 43, 44, 45, 46, 47 and -18. Extending along the track is a contact memher 3', also divided into insulated sections, preferably of the same length as thetrack sections; "This contact member may be either in the form of a third. rail, or may be a trolley wire located conveniently near the track. If desired, both a third rail and a trolley wire may be provided and either used as the contact member when desired. The rails of each track section are in circuit with the battery 4.- and with track relays such as illustrated at 5. When no train is on a block, the battery current causes the relays to attract their armatures as shown at 7. The sections of rail 1 are each connected to a conductor 12 through an armature of a relay, and each section of the contact member 3 is connected to the conductor 11, also through an armature of a relay. In case no telephone is used, the sections of both the track rails and the contact member maybe connected to a single conductor, as in Fig. 2. In Fig. 1, each track section is connected to an armature of a relay in circuit with rails of the second block to the left, and the sections of the contact member 3 are in circuit with an armature of a relay which is connected to the second block to the right. The train carries a contact shoe, or wheel, 41 adapted to constantly bear on the contact member 3 as the train advances. The contact shoe is carried on an insulated support and is connected through a batte 25 and a relay 21 to a truck 19. It will be seen that, by this arrangement, connection is established between one rail of the track and the contact member or third rail. A local circuit is carried on the train, which includes the battery 23, the bell 22, the electro-magnet 26 and the armature of magnet 21 This local circuit is normally open and is only closed when failure of the current in the train controlling circuit, which always includes the magnet 21, allows the armature of this magnet to fall or be retracted.

As previously stated, the armaturcs of the various track relays are held in the attracted positions when no train is on a block. The trucks of a train, however, short-circuit the battery t and thus permit the armatures to be retracted under the influence of springs (not shown), and thus open the circuits of which these armatures are part. In Fig. 1, trucks 19, 20, represent a train going in one direction and trucks 52, 53. represent a: train going in the opposite direction. It will be seen that the first of these trains is partly in one block and partly in another and the result is that the armatures of the relays 5 and 6 are released. The trucks ot the other train are both in the same block and the armatures of the magnet 8 only are released. Assuming for the moment that the train 52, 53, is several blocks removed from the train 19, 20, and that the armatures of the magnet 8 are, therefore, closed, -a train controlling circuit for the train 19, 20, may be traced as follows: beginning with the track rail 1, through the truck 19, and the portion of the circuit on the train as shown in Fig. 3, to contact shoe 41, a section of the contact member 3, one armature of the'magnet 8, to the conductor 11, to the conductor 12, and then back to the rail 1, through conductor 50 which is connected to the conductor 12. Similar circuits may be traced for every position of the train 19, 20, it being understood that the wheels of the train and the contact shoe always make contact with the end of one section of the track or contact member before they pass out of contact with the preceding section. The train 19, 20, in the position shown, causes the armature of the relay 6 to be released, thus making an opening in two circuits, one of which includes the section of the contact member in block 13, and the-other a rail of block 47, and thereby make it impossible for a following or a meeting train to establish a complete circuit when it reaches these blocks. This is illustrated in Fig. 1, where it appears that no circuit is established through train 52, 53, because the train 19, 20, renders therelay 6 inoperative, permitting its armature to break the circuit which includes the track rail of block it. Train 52, 53, is thereby warned of the presence of the other train and may be brought to a stop by means which will now be described.

It will be understood that my system of train controlling circuits can be used with any desired system of cab signals or automatic stopping devices. In the arrangement illustrated, it, for any reason, the battery 25 cannot send the current through the magnet 21, the armature of this magnet falls and this closes a local circuit contain ing the bell 22 and the air-brake controlling the magnet 26, which operates to open the air valve 27 and thereby stop the train with out the intervention oi the engineer. -ll 'hen a train is moving slowly, however, it is not necessary that it be automatically stopped when the train controlling circuit fails and 1, therefore, provide means to avoid this. A centrifugal device 23 operated from the axle 19 by means of a belt or chain 31, controls an air valve 29. until the speed of the train exceeds a certain value, the valve 29 will be closed and when this valve is closed, 0 ening the valve 2?" will not set the brakes ecause no air is per nntted to exhaust itrorn the tram pipe 39.

With this arrangement,

This centrifugal device may, for example,

be set so that the electric system cannot operate to stop the train unless the speed exceeds five (5) or six (6) miles an hour.

Again referring to Fig. 1, it will also be noted that when the truck 53 entered the block 47, it caused the armatures of the magnet 8 to be released and thereby opened the train controlling circuit that extended through the train 19, 20, by way of the section of the contact member adjacent to block 45. The local circuit of this train then also became operative to Warn its engineer and to stop the train. It will thus be seen that both trains may be automatically stopped by my system, and that rear end as well as head-on collisions will be prevented, all trains maintaining a protected zone which extends at least the full length of a block both to the front and rear. These blocks, of course, may be of any desired length.

As a matter of convenience, in disposing of the third or contact rail at crossings, in case a rail is used, I may provide a second contact shoe located at a convenient place on the train and separated from the forward contact shoe by a distance greater than the width of the crossing and thereby continuously maintain the train controlling circuit while at the same time placing the contact member out of the Way of crossing traflic.

In Fig. 2, the magnets 34 to 38 inclusive have only one armature and these armatures are in circuit with a section of the contact member or third rail 3. A track rail of each block and a section of a contact member of each block are each connected to conductor 40. It Will be noted that the forward train represented in this figure permits the armature of the relay 36 to be retracted, thus making it impossible for the following train to establish a complete circuit when it reaches the block 14. This arrangement of circuits is designed for a double track road and each train maintains a protracted zone only in the rear. 32 is a semaphore that may be placed at stations and, by means of the switch 18, the train controlling circuit which includes the section of the contact member in block 45 is opened and thus, not only is a visual stop signal displayed, but the automatic stop apparatus-is also placed in operation. If it is desired to permit the train to slow up for orders, but to run past the stations without stopping, the operator may close the hand 1 switch 33 and thus permit the formation of a complete train controlling circuit when the train reaches block 45, regardless of the fact that the switch 18 is open. 14: and 15 represent station telephones which are connected to the main despatchers wire 13, and these telephone circuits are in transformer relation at 1'6 and 17, for example, with the train controlling circuits, and in each train controlling circuit, the telephone 24 carried on the train and connected in parallel with the battery 25 will be included. It is thus possible for communication to be established between the moving train and the station, or the despatchers office, at any time.

Referring to Fig. 1, the train controlling circuits established by train 52, 53, when in the position shown, may be traced as follows: from truck 52, through armature of relay 6.(this armature would be in closed position except for the presence of train 19, 20) to conductor 12, conductor 11, armature of relay 10, section of third rail in block 47 and then through the contact shoe and train back to truck 52. y

My system is designed to afiord a maximum degree of safety in that the normally operative circuits are maintained in closed condition and a broken rail or wire, defective or exhausted batteries, and sluggish or inoperative relays will cause the Warning to be given. The train can then proceed cautiously until it reaches a point where the train controlling circuits are properly established again. Thus, instead of the safety of the train depending upon the proper condition of the controlling apparatus, as is the case in many other systems, a defect in the apparatus will have the same effect as the proximity of another train. A train will be warned or stopped when approaching a broken rail or burned or washed out bridges.

Modifications in the arrangement of the conductors and in other details of the apparatus may, of course, be made within the scope of my invention. I do not desire, therefore, that it be limited except as set forth in the appended claims.

Having 'fully described my invention, what I claim as new and desire tosecure by Letters Patent of the United States is:

1. In a train control system, the combination with a track divided into insulated sections, of a contact member extending along said track and also divided into insulated sections corresponding in length to adjacent track sections, electromagnets, each in circuit with the track rails of a section, two

conductors extending-along the track and connected at one end, a plurality of partial circuits for controlling trains, each including a portion of each of said conductors, a section of the contact member and a switch controlled by an electromagnet, and a telephone circuit connecting stations and in transformer relation with the train controlling clrcults.

2. In a train control system, thecombination with a track having one: rail divided into insulatedsections or blocks, of a contact member extending adjacent to said track and also divided into insulated sections of substantially the same length as the track sections, circuit controlling devices, each in circuit with a part of each track rail, a plurality of partial circuits for controlling trains, each including a section of an insulated track rail and a section of the contact member, and means governed by each of the circuit controlling devices for making an opening in two partial train controlling circuits, one of which includes the section of the contact member in the second block in one direction, and the other the section of the insulated track rail in the second block in the opposite direction from the block in which the controllingdevice is connected.

3. In a train control system, the combination with a track having one rail divided into insulated sections, of a contact member extending along said track and also divided into insulated sections, circuit controlling devices, each in circuit with a part of each track rail, two conductors extending along the track and connected at one end, a plurality of partial circuits for controlling trains, each including a portion of each of said conductors, a section of the contact member and a switch controlled by a circuit controlling device.

In testimony whereof, I have hereunto set my hand and allixed my seal in the presence of the two subscribing witnesses.

JOEL AMES. [1,. s.]

Witnesses:

TOM D. SPROTT, C. E. MINER. 

